EP1649153B1 - Procédé et dispositif pour commander le passage du fonctionnement normal à un fonctionnement avec coupure d'alimentation en poussée sur un moteur à combustion interne et injection directe de carburant - Google Patents

Procédé et dispositif pour commander le passage du fonctionnement normal à un fonctionnement avec coupure d'alimentation en poussée sur un moteur à combustion interne et injection directe de carburant Download PDF

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Publication number
EP1649153B1
EP1649153B1 EP04728576.2A EP04728576A EP1649153B1 EP 1649153 B1 EP1649153 B1 EP 1649153B1 EP 04728576 A EP04728576 A EP 04728576A EP 1649153 B1 EP1649153 B1 EP 1649153B1
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EP
European Patent Office
Prior art keywords
fuel
injected
injection
torque
ignition angle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP04728576.2A
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German (de)
English (en)
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EP1649153A1 (fr
Inventor
Frank Weiss
Hong Zhang
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
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Continental Automotive GmbH
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Publication date
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Publication of EP1649153A1 publication Critical patent/EP1649153A1/fr
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Publication of EP1649153B1 publication Critical patent/EP1649153B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention is based on a method and a device according to the preamble of the independent claims 1 and 11, with which the transition between a normal operation and an operation with overrun fuel cut can be controlled in a gasoline engine operated with direct fuel injection.
  • a torque jump which can cause a non-circular running of the gasoline engine or an unwanted jerking of the vehicle.
  • the benefits per se of the fuel cut such as a reduction in fuel consumption, improved braking effect of the engine, lower noise emissions, must be paid for with a deterioration in ride comfort.
  • the same problem arises when after normal operation of the vehicle with the fuel cut-off the normal driving operation of the vehicle is to be resumed and the gasoline engine again generate a desired torque and deliver it to the vehicle.
  • a well-known and relatively effective measure against the jump in torque at the transition to overrun fuel cutoff is to adjust the firing angle so far towards spark retard that combustion of the fuel-air mixture is reliably ensured in the cylinder of the gasoline engine.
  • the fuel will continue to be injected until it is switched to boost mode during the intake phase of the gasoline engine. This results in a reduced torque, since the fuel-air mixture can no longer develop its full power in the phonezündungphase. In many cases, however, this reduction is not sufficient to achieve a smooth transition to overrun fuel cutoff.
  • From the DE 101 54 974 A1 is a method for switching an internal combustion engine from a fired operation in a unfired operation has become known, during the transition phase, the ignition angle in the direction of "late” adjusted and the lambda target value in the direction "lean” is shifted. This should be a catalyst-friendly transition can be achieved.
  • the invention has for its object to provide a method or a device, with or in which a significantly greater reduction of the torque jump can be achieved in the homogeneous operation.
  • This object is achieved with the features of the independent claims 1 and 10.
  • the torque reduction is essential is formed stronger than when only the ignition angle is adjusted. For by injecting at least a subset of fuel during the compression phase results in the throttling of the torque three beneficial effects.
  • the intake air mass decreases due to the lower internal cooling in the cylinder, because a portion of the injected fuel quantity is injected at the time when the valves of the cylinder are already closed (compression phase). Furthermore, the efficiency of the combustion deteriorates because the injection in the compression phase of the in-cylinder fuel is less swirled. Finally, it has also been shown by measurements in an advantageous manner that the smoothness of the gasoline engine does not change, if after the injection of fuel in the compression phase of the ignition angle is further adjusted towards late. Consequently, the ignition angle can be adjusted even further toward retarded ignition, as would be the case with the known pure Zündwinkelver ein. Particularly advantageous is further considered that the process of the invention or by the device of the torque jump can be significantly better reduced, so that the benefits of overrun fuel cut can be used without the ride comfort for the occupants of the vehicle is affected by the torque jump.
  • the fuel can be injected in the form of a multiple injection in a cylinder of the gasoline engine.
  • a particularly easy-to-control method results when initially reduces the sucked air mass and then the firing angle is reduced to a predetermined for this operation first minimum value at which even a trouble-free combustion of the fuel-air mixture is possible. This ensures that even in these unfavorable conditions, a safe combustion of the fuel-air mixture is ensured and in this mode still a certain amount of torque is generated.
  • the fuel injection can be switched off and switched to the operation with overrun fuel cut.
  • the air mass to be sucked is increased and the ignition angle is adjusted in the direction of pre-ignition.
  • a development of the device is that the fuel can be sold in subsets, for example, in two subsets in the initial phase and in the compression phase. As a result, an adaptation to different engine variants or load conditions of the engine can be carried out in a simple manner. The method is therefore universally applicable.
  • the diagram in FIG. 1 shows the schematic sequence of switching from normal operation of a gasoline direct injection operated gasoline engine in the operation with overrun fuel cutoff.
  • a time t is plotted on the x-axis in accordance with the rotational angle of the crankshaft, while on the y-axis, the torque and the ignition angle are plotted. Upwards is the pre-ignition f and down the spark ignition s applied.
  • the curve DM shows the course of the determined torque and the curve ZW shows the course of the current ignition angle during the switching phase.
  • the output torque is relatively high. Since the torque on the motor can not be measured directly, it is usually estimated by computational means using a torque model. To determine a current torque, various engine and operating parameters are detected and input to the torque model, such as a speed, an accelerator pedal position, a throttle position, the firing angle, the injection mode, temperature, Vehicle speed, etc.
  • the torque model is known per se and therefore need not be explained in detail.
  • the curve for the ignition angle ZW is set to pre-ignition f until time t1.
  • the adjustment of the ignition is usually carried out electronically and based on the signals of a speed sensor.
  • the switching phase U in the operation Schubabhat begins from the time t1 and ends at time t3.
  • the curves are distorted for clarity. From the time t1 is adjusted by adjusting the throttle, the air mass in the cylinder to a minimum value and adjusted according to the firing angle ZW to a first minimum value in the direction of spark ignition s. The first minimum value for the ignition angle ZW, at which a reliable combustion of the fuel-air mixture is still ensured, is achieved at the time t2. Then, the torque decreases according to the curve DM.
  • the injection starts in the compression phase K, which lasts until time t3. In this period of time t2-t3, the fuel injection is now not switched off, but at least a subset discontinued in the compression phase. The injection may be discontinued in the compression phase when the valves of the cylinder are closed, in one subset, with the other subset being injected in the initial phase, or alternatively completely in one injection cycle.
  • the torque is further reduced, as can be seen from the course of the curve DM.
  • the ignition angle ZW is momentarily adjusted in the direction of early and can then be lowered to a second minimum value, which is even lower than the first minimum value.
  • the second minimum value for the ignition angle ZW is reached at time t3.
  • FIG. 2 The diagram in FIG. 2 is constructed according to the diagram of Figure 1. As FIG. 2 is removable, the downshift begins in normal operation from the time t1. This is followed by the switching phase U until time t3. The injection in the compression phase K runs between the two times t1 and t2.
  • ignition and injection are off. Thereafter, the ignition angle is adjusted in the direction of early (pre-ignition f) until time t2.
  • the injection of fuel is in subsets or as a single pulse, as previously described.
  • the torque DM has risen so far that can be switched to an injection in the intake phase when the valves of the cylinder are open.
  • the ignition angle ZW is then adjusted according to the dashed curve in the direction of pre-ignition f. From the time t3, the torque is increased again so much that normal operation can be resumed without noticeable impairment of the quiet running of the gasoline engine.
  • FIG. 3 shows a schematic representation of a device for controlling the transition between the normal operation and the operation with fuel cut in a gasoline engine operated with direct fuel injection.
  • the device (switching device 10) has a control unit 11, which is controllable with a corresponding software program. Furthermore, the control unit 11 is formed with a program memory 12 and a data memory 13. In the data memory 13, for example, a torque model is stored, with the aid of which the current torque delivered by the engine can be estimated. Further units, for example, for determining the speed and the angle of rotation of the crankshaft are providable.
  • the control unit 11 is further preferably connected via a bus 19 (data and control bus) with corresponding sensors or actuators, which are arranged on the gasoline engine 20.
  • a rotation angle detection means 15, a throttle position adjuster 16, a rotation speed sensor 17, one or more injection valves 18, etc. are provided. These units are usually present anyway, since they are needed anyway for the control program of the engine management system.
  • control program for controlling the transition between the normal operation in the operation with overrun fuel cutoff and vice versa for example, is included as a subroutine in the management system of the engine control. This can advantageously be dispensed with additional hardware.
  • FIG. 4 shows a schematic diagram of a flowchart how the transition from normal operation is controlled in the operation with fuel cut.
  • the program is started and adjusted after retraction of the air mass in the cylinder (adjustment of the throttle valve 16), the ignition angle in the late direction.
  • position 3 it is queried whether the current ignition angle falls below the predetermined first minimum value for the ignition angle. If this is not the case (with n), then the program returns to position 2. The ignition angle is further decreased and the query in position 3 is restarted.
  • the program jumps to position 4. Now the fuel injection begins in the compression phase, so that the ignition angle can be reduced after a short increase to the second predetermined minimum value. As a result, the torque decreases further, so that finally a smooth transition to fuel cut is achieved. After switching to operation with fuel cut this program routine is completed.
  • the re-insertion from the fuel cut to normal operation takes place in principle in reverse order. First, it is checked whether fuel injection is required in the compression phase at all due to the torque request. If this is the case, then at least a partial amount of the fuel is first deposited in the compression phase. As a result, the torque increases so much that can be switched to the complete injection in the intake phase. The injection can now be switched to normal operation, since a smooth transition is to be expected.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (11)

  1. Procédé pour commander le passage entre un fonctionnement normal et un fonctionnement avec coupure d'alimentation en poussée sur un moteur à combustion interne (20) fonctionnant avec injection directe de carburant, dans lequel pour éviter un saut de couple inadmissible qui se produit en cas de coupure de l'alimentation en poussée par suite d'une coupure de l'injection de carburant, l'angle d'allumage (ZW) est déplacé en direction d'un retard (s), caractérisé en ce que lors du passage du fonctionnement normal au fonctionnement avec coupure d'alimentation en poussée, pour réduire encore le saut de couple, on réduit d'abord la masse d'air aspirée et ensuite on ramène l'angle d'allumage (ZW) à une première valeur minimale prévue pour ce fonctionnement, pour laquelle une combustion fiable du mélange air-carburant est encore garantie et après avoir atteint la première valeur minimale pour l'angle d'allumage (ZW) on injecte du carburant dans le cylindre pendant une phase de compression avec les soupapes fermées, dans lequel on arrête pendant la phase de compression au moins une quantité partielle du carburant à injecter.
  2. Procédé selon la revendication 1, dans lequel dans la phase de compression on injecte le carburant en quantités partielles ou sous forme d'impulsion individuelle.
  3. Procédé selon la revendication 1, caractérisé en ce qu'après avoir atteint la première valeur minimale pour l'angle d'allumage (ZW) on injecte une quantité partielle du carburant à injecter pendant la phase de compression du moteur à combustion interne (20).
  4. Procédé selon la revendication 1, caractérisé en ce que l'on injecte toute la quantité de carburant dans la phase de compression.
  5. Procédé selon la revendication 1, caractérisé en ce que l'on injecte le carburant sous la forme d'une injection multiple dans le cylindre du moteur à combustion interne (60) et on ramène l'angle d'allumage (ZW) à une deuxième valeur minimale plus basse prédéterminée pour l'injection multiple.
  6. Procédé selon la revendication 5, caractérisé en ce qu'après avoir atteint la deuxième valeur minimale on coupe l'injection et on passe en fonctionnement en poussée.
  7. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que pour rétablir le fonctionnement normal du moteur à combustion interne (20) on arrête d'abord au moins une quantité partielle du carburant à injecter dans la phase de compression.
  8. Procédé selon la revendication 7, caractérisé en ce que pour produire le couple on déplace l'angle d'allumage en direction d'un allumage avancé (f).
  9. Procédé selon la revendication 8, caractérisé en ce qu'après avoir atteint le couple désiré on passe à l'injection dans la phase d'aspiration.
  10. Dispositif de commande du passage entre le fonctionnement normal et le fonctionnement avec coupure d'alimentation en poussée sur un moteur à combustion interne (20) fonctionnant avec injection directe de carburant selon l'une quelconque des revendications précédentes, avec un dispositif pour la détection du couple (DM) et de l'angle d'allumage (ZW), avec un dispositif de réglage pour l'allumage et la quantité d'air aspirée, avec un dispositif de commande pour l'injection de carburant et avec un programme de commande, caractérisé en ce que le programme est configuré de telle manière que l'angle d'allumage (ZW) soit ramené en arrière et que lors du passage du fonctionnement normal au fonctionnement avec coupure d'alimentation en poussée, en vue de réduire encore un saut de couple qui se produit lors de la coupure d'alimentation en poussée par suite d'une coupure de l'injection de carburant, on réduise d'abord la masse d'air aspirée et ensuite on ramène l'angle d'allumage (ZW) à une première valeur minimale prédéterminée pour ce fonctionnement, pour laquelle une combustion fiable du mélange air-carburant est encore garantie, et qu'après avoir atteint la première valeur minimale pour l'angle d'allumage (ZW) on injecte du carburant dans le cylindre pendant une phase de compression avec les soupapes fermées, dans lequel on arrête au moins une quantité partielle du carburant à injecter pendant la phase de compression.
  11. Dispositif selon la revendication 10, caractérisé en ce que le carburant peut être injecté en au moins deux quantités partielles.
EP04728576.2A 2003-07-28 2004-04-21 Procédé et dispositif pour commander le passage du fonctionnement normal à un fonctionnement avec coupure d'alimentation en poussée sur un moteur à combustion interne et injection directe de carburant Expired - Fee Related EP1649153B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10334401A DE10334401B3 (de) 2003-07-28 2003-07-28 Verfahren und Vorrichtung zur Steuerung des Übergangs zwischen dem Normalbetrieb und dem Betrieb mit Schubabschaltung eines mit Kraftstoff-Direkteinspritzung betriebenen Ottomotors
PCT/EP2004/050572 WO2005012712A1 (fr) 2003-07-28 2004-04-21 Procede et dispositif pour commander le passage du fonctionnement normal a un fonctionnement avec coupure d'alimentation en poussee sur un moteur a combustion interne et injection directe de carburant

Publications (2)

Publication Number Publication Date
EP1649153A1 EP1649153A1 (fr) 2006-04-26
EP1649153B1 true EP1649153B1 (fr) 2018-07-11

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US (1) US7383813B2 (fr)
EP (1) EP1649153B1 (fr)
DE (1) DE10334401B3 (fr)
WO (1) WO2005012712A1 (fr)

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US20060231068A1 (en) 2006-10-19
US7383813B2 (en) 2008-06-10
EP1649153A1 (fr) 2006-04-26
WO2005012712A1 (fr) 2005-02-10
DE10334401B3 (de) 2004-11-25

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